Carbureter.



w. n. BEAMER &1. F. DUFFY.

CARBURFTER.

APPLICATION FILED MAR. 3. |915. 19161913?. Patented Nov. 23, 1915.

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CARBURETER. y APPLICATION FILED MAR. 3.1915. I 19161943?, Patented Nov.23, 1915.

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CAEBURETER.

Specification of Letters Patent.

Application led March 3, 1915. Serial No. 11,857.

To all wwm t may Concern.' l

Be it known that we, WILLIS D. BEAMER and JAMES F. DUFFY, bot-h citizensof the United States, residing at Chicago, in the county of Cook andState of Illinois, have invented certain new and useful lmprovements inCarbureters, of which the following is a specification.

The present invention relates to carbureters employed in connection withexplosive engines and certain portions of the carbu reter structure arebased on similarl principles to those disclosed in our Ratent No.1,131,312, granted to us March 9, 1915, for carbureters.

rlhe object of the invention is to provide a single shiftable member atthe throat of the enturi` passage, the function of which would be tochange the area of said throat in accordance with the opening of thethrottle valve.

A further objectof the invention is to provide shiftable members whichwill control the throttle end of theventuri and act as throttle Valves.

A further object of the invention is to provide a connection between thethrottle valve and the Venturi control and to provide means forretarding the movement of the enturi control when a sudden opening ofthe throttle valve is ei'ected.

Y tures A further object of the invention is qto provideA means forgradually moving the Venturi throat control after the 'throttle valvehas been suddenly opened until said control will eventually be in properposition to have the desired relative degree of opening at the throttleofthe venturi and at the throat end of the venturi. y

The invention further consists in the feaof construction andcombinations of "parts hereinafter described and claimed.

In the drawings: Figure 1 is a side view ofthe carbureter of the present'invention showing the dash pot in section, and the throttle valve andVenturi control in their Ofarthest closed position; Fig. 2 is a viewsimilar to Fig. 1 showing the position assumed by the various .parts ofthe deviceA when a sudden and full opening of the throttle valve iseffected; Fig. 3 is a side view showing the gasolene chamber inelevation and the Venturi passage and its associ-A lated parts inosection, and showing the throttle valve and Venturi control in theirfarthest closed position; Fig. 4 is a section That feature of thepresent invention,

which relates to the control of the Venturi i passage, is based onthesame general principle as the Venturi control shown in our issued PatentNo. 1,131,312, granted March 9, 1915, for carbureters and previouslyreferred to.

The points of difference between the present Venturi control and thatshown in the above application will appear from the followingdescription.

lt has been found that it is undesirable when a throttle valve issuddenlyv thrown to full open position, or substantially full openposition, by a quick movement of the accelerator member, to have themeans which control the passage of air through the venturisimultaneously open to a corresponding degree, the reason being thatthere is a sudden suction of air through the Venturi pasthrottle isfully opened,l

sage when the which takes place so quick that it does not draw out theproper amount of gasolene, with the result that a mixture is fed intothe piston chambers which contains altogether too much air. This resultsin a choking and pounding of the engine, which is very undesirable. Inthepresent invention in order to overcome this difficulty meansv areprovided for retarding the Venturi controlling member, whereby when asudden movement is given the accelerator and the throttle valve thrownwide open the movement of the Venturi control is retarded and opensgradually, whereby an abnormal rush of air through the Venturi passageis prevented and thus the explosive mixture flowing into the engine willnot have an abnormal'quantity of air.

eferrmg to the drawings, the carburetor consists of a gasolene chamber 6which can be of any suitable construction, and the structural detailslof this chamber are not deemed necessary of description or illustrationin connection with the present case. The carbureter also consists of theVenturi or mixing portion and this portion is chamberedto provide agasolene passage 8, an air passage ,9, and a Venturi tube 10. Thegasolene passage communicates with a chamber 11 in a nipple or lug 12.rlhis Patented Nov. 23, 1915..

movement of the passage and its associated throttle end of the Venturitube.

chamber is closed at one end by a suitable plug 13, and inserted intosaid chamber is a spray nozzle 14: of suitable character, which nozzleas usual is formed with a passage through which the gasolene is drawn.

The Venturi tube 10 consists of a neck portion 15, which is the mostrestricted part of the tube, and the walls of the Venturi tube continueupward toward the throttle end of the miXing chamber in divergingrelation, as will be clearly seen from the drawings, and for clearnessthe upper portion 16 of the venturi may be termed the Controlling thisthrottle end are rollers 17 and 18, each of which is formed with asemi-cylindrical groove cutting substantially half way through thetransverse dimension of the A is then throttled.

It is not intended in carbureter constructions to ever fully close thethrottle end of the Venturi tube, and as will be seen from Fig. 3 aslight space 21 is left between the rollers 17 and 18 even when they arein closed position, and by means of such slight space a small amount ofgas can be drawn into the engine and the so-called idling of the engineproduced. It is apparent that as the rollers 17 and 18 are turned fromtheir closed position, the solid portions which project into the Venturitube will be moved farther apart so as to increase the opening'at thethrottle end of the venturi and thus by turning these rollers back andforth the area of the opening at the throttle end of the venturi can beincreased or decreased as desired. It ii imperative in the operation ofcarbureters that when the throttle is open to various positions, theamount of gasolene drawn from the spray nozzle and co-mingled with theair to form the explosive mixture should at all times be of apredetermined proportion; that is the relative proportion of gasoleneand air should `at all time be the same though the amount of both mayvary.

In the present invention means have been provided for changing thethroat area of the venturi in accordance with the degree of the throttleopening; that is when the throt* tle opening ismost restricted, the areaof f will be widest.

the Venturi throat will be most restricted, and when the throttleopening is widest the opening at the throat of the venturi Thus theYamount of air and' gasolene sucked through the venturi will berelatively small when the throttle is closed and relatively large whenopen but the proportion of the air and gas will remain the same. Thistheory of operation is fully disclosed in our issued Patent No.1,131,312, granted March 9, 1915, for carbureters and heretoforereferred to.

In the present invention a roller 22 yis employed formed with a groove23, said groove consisting of a portion 24: and 25 separated by a riseor ridge 2G, the formation of this roller will be clear from Fig. 5 ofthe drawings. The groove in the roller is so cut that when the roller isturned to proper position, the walls 27 of the groove portion will alinewith the walls of the Venturi tube and the ridge 2G will form a portionof the wall of the throat of the venturi. The other portion of the wallof said throat is an integral part of the wall of the mixing chamber ofthe carbureter and is designated by.

the numeral 28 in the drawings. Then the roller 22 is turned, as in Fig.3, it is obvious that the area of the Venturi throat is restricted byreason of the roller projecting out into the passage of the venturi. Theroller assumes this position when the throttle valve is in its closedposition, as in Fig. 3, and under such conditions a proper throat areaof the venturi will be created in accordance with the size of theopening at the throttle end of the venturi.

For actuating the rollers 17 and 18 in unison and in oppositedirections, we em ploy segmental gears 29, and to a trunnion 30 of oneof these rollers is attached an arm 31, connected to a link 32, mountedto slide on this link is a sleeve 33, and upward movement of said sleeveon said link is limited by a stop which as shown is adjustable. Thesleeve 33 is connected to or formed with a lever 35 mounted upon thetrunnion 3G of the roller 22, and pivoted to the lever 35 at theopposite end from the end carrying the sleeve 33 is attached is a link37 connected with a stem 38 attached to a piston 39 which pistonoperates within a dash pot L10, which'may be filled with oil or othersuitable substance. Attached to the end of the link 32 is a washer orabutment 41, and interposed between this washer and the sleeve 33 is aspring 42.

The function of the foregoing described arrangement of parts is toestablish a con nection between the throttle controlling members and theVenturi throat controlling member, which connection will act to retardthe movement of the Venturi control when the throttle control issuddenly activ ated, and such retarding movement is effected as follows:A quick actuation of the accelerator member will act to immediatelyrotate the rollers 17 and 18 from the posi tion shown in Fig. 1 to thatshown in Fig. 2

and throw open the throttle end of the venturi. If a direct connectionWere maintained between these rollers and the roller 22, the roller 22Would be simultaneously operated to immediately thro-W open the Venturithroat, but owing to the presence of the piston 39 working against theoil Within the dash pot 40, a quick pressure on the le- `ver will resultin a sudden bringing of said piston into hard engagement with the oil inthe dash pot, and a resistance will be offered by the oil to theadvancement of the piston which Will check and retard the movement ofthe lever 35 and sleeves 33, and hence the link 32 Will pull through thesleeve compressing the spring, as in Fig. 2. There will, of course, be aslight opening oi' the Venturi throat control member by the initialmovement of the parts but the opening will not be appreciable. After thespring has been compressed as in Fig. 2, this will exert a pressure onAthe sleeve 33, which will be communicated to the lever 35 and link 37,thence to the stem 38 and to the piston 39, and this pressure Will actto gradually force the piston down through the oil in the dash pot,until thevlever 35 is swung to finally place the roller 22 in theposition shown in Fig. 4, but the movement of the roller 22 to thisposition Will necessarily be slow, andl hence the opening of the Venturithroat Will be gradual, and under such conditions an excess amount ofair throttle is again moved to closed positiony the parts will all bereturned to the position shown in Fig. l, since the direct pressurethrough the stop member 34 Will at such time be exerted upon the sleeve33.

We claim:

' In a carbureter, the combination of a casing having a passagetherethrough embodying a Venturi tube, a single grooved roller at thethroat of said tube for controlling the area of said throat, said rollerbeing mounted partially Within and partially Without the Walls of thecasing and lying at all times to one side of said nozzle, Whereby anuninterrupted passage of lixed area is at all times provided about saidnozzle at all points, except Where said yroller is located, means forcontrolling the area of the throttle end of the venturi, and meansoperatively connected for moving said throat and throttle controls,substantially as described.

WILLIS. D. BEAMER. JAMES F. DUFFY. Witnesses:

`WM. P. BOND,

AMY JEHLE.

